Fluid-cooled rotary valve for internal-combustion engines



il 26 1927. l 626 lll Apr R. F. BARKER FLUID COOLED ROTARY VALVE FOR INTERNAL: GOMBUSTION ENGINES Filed Feb. s. 1925 s sheets-sheet 2- Teuber; E Bar/fer GEMM,

April 26 1927. R. F. BARKr-:R

FLUID COOLED ROTARY VALVE FOR INTERNAL COMBUSTION ENGINES Filed Feb. 5.' 192s W Q L April 26 1927.

R.F. BARMERv l FLUID lGOOLED ROTARY VALVE` FOR INTERNAL- GOMBUSTION ENGINES -Filed Feb. s. A1925 5 sheets-snm, 4

f 1,62 u' Aprxl 26, 1927. I R. F. BARKER A6, l

FLUID cooLED ROTARY VALVE Fon mman/L couusnon mamas Filed Feb. 5. 1925 5 sheds-sheet l5 amado Patented Apr. 26, 1927.

PATENT` FFCE.

REUBEN F. BARKER, OF PORTLAND, OREGON.

FLUID-COOLED ROTARY VALVE FOR INTERNAL-COMBUSTION ENGINES.

Application filed February 5, 1925.

My invention relates to internal combustion engines and has particularly to do with the valve mechanism thereof. @ne of the particular objects of my invent-ion is to improve further the rotary valve for explosive engines patented by myself January l, 1918, No. 1,251,953. Y

In this connection one of the main improvements of my present invention is to provide eac-h cylinder with an independent rotary valve, and furthermore to increase the size of the passageways through said valve, relatively. rllhis improvement permits the actuating fluid to be passed to the cylinder without unnecessary interruption and in substantial undiminished volume. rlhe exhaust gases also are permitted to be ejected from the cylinders with a very slight amount of back pressure, to cause a thorough scavenging of the burned gases.

ln my present invention said independent valves are arranged side by side and are connected by a common operating element. By arranging the valves in this manner and arranging the driving connection so that each valve is rotated but once in each cycle of the engine, the ports in said valve can be increased so as to cover a greater portion of the circumference of the cylindrical valve body, than heretofore. As the size of the port regulates the timing of the valve operations, in this type of continuously rotating valve, the arrangement of said ports, so as to cover a greater portion of the circumference of the valve, thus permits the timing to be made more accurately, with less requirement for close adjustment. The valve also opens and closes more quickly, relatively to the stroke of the piston in the cylinder, and thus permits thc cylinder ports to be held completely open for longer period, relatively to the stroke of said piston. Play between the ports and variation in size, d ue to wear, will also not affect the timing of the valve operations as much as it would in a valve structure such as is shown by my previously patented rotary valve.

A. further object of my present invention is to provide connecting devices between the operating mechanism of each of the independent valves, and a common driving elei ment whereiny the valve operations for all of the cylinders can be readily advanced or 'ed in unison, relatively the motion reta Serial No. 7,054.

of the crankshaft. To this end said valve operating devices preferably consist of a driving shaft, provided with worml and worm gears of the type known as spiral gears. Said worm gears are mounted on each of said valve operating mechanism so that by shifting said common drive shaft longitudinally the timing of all of the valves will be advanced or retarded to an equal degree due to the lead of the thread on said worm.

A. further object of my present invention is to provide means adapted to hold that portion of the face of the valve adjacent the seat of the cylinder port, firmly against said port, at least during the instant the gas is ignited in said cylinder, so as to prevent gas from escaping into the valve bore of the cylinder. Said means preferably consist of a holding-down mechanism, a part carried by the valve and part carried by the bore of the cylinder, which is arranged to periodically tend to move said valve towards the cylinder port to seat the same firmly in place and which relieves the pressure during other positions of the valve. I also show devices by which the entire valve is mounted eccentrically to the bore, the eccentric throw being arranged to hold the valve in the bore in such a position that it bears tightly against the port at all periods of the cycle. Said devices. eliminate the frictional resistance of tight packing about said valve, which ywould otherwise be required.

A further object of my present invention is to arrange the water jacket for each valve soY that the bottom of said water jackets or fluid passageways are arranged below the plane of the inlet and outlet ports. If the water supply should thus become exhausted a. portion of the Cooling fluid would be retained in said water jacket or fluid passageway to cool the exposed surfaces of the valve until said quantity is displaced by another volume of said fluid.

A further object of my present invention is to provide the face of the valve covering the cylinder port, at the instant the gas charge is ignited, with grooves scored in its face which substantially encircle said face thereby to vretard the escape of the expanding gases through the clearance between the and walljifv the chamber.

llll) fill range the passageways for the gases and for the cooling fluid so that the actuating fluid can be introduced and removed at one end of the rotary valve and the cooling fluid can be introduced and removed at the opposite end. lntalre and exhaust manifolds are arranged in the first mentioned end of the valves and a manifold for the cooling fluid is arranged at the opposite end.

A further, and main object of my invention is to provide for the eii'ioient cooling of each valve of the internal combustion engine. l attain this object by providing a continuous passage-way for such Huid, such passage-way formed of concentric tubes, the bore of one tube constituting the inlet, and the bore of the other the outlet, for said cooling fluid, thereby to assure that the circul-ation of the cooling fluid is facilitated and promoted, and that each valve will be elficiently and uniformly cooled, thus to prevent excessive heating of the valve with consequent binding or sticking within the housing which is a common characteristic of, and frequently a source of trouble in this type of valve; and my invention also tends to prevent unequal. expansion of the valve, due to unequal coolingY which sets up stresses and strains which tend to increase the wear of the valve housing with attendant repairs and delays.

The further details of construction and mode of operation of my invention are .1ereinafter described with reference to the accompanying drawings.

In said drawings:

Fig. l is a vertical longitudinal section taken along the center of the alined cylinders and extends transversely through the valves, said figure illustrates a four cylinder engine with the cylinders and valves arranged at approximately the beginning of the four valve events, in which the cycles of internal combustion engines are commonly divided;

Figs. la and 1b are respectively crosssections through one end of valve and illustrate diagraminatically tivo phases of the means whereby pressure and resistance are applied to the face of the valve positioned opposite the cylinder port at the instant the gas charge is ignited, said pressure tencing to hold the valve closely against its seat on said port, said pressure being relieved during the other positions of the valve;

Fig. 2 is the horizontal section taken on the line 2w-2 of Fig. l, the arrows diagramnia-tically indicate the path of the actuating and cooling fluids through said valves;

Fig. 3 is a vertical section taken on the line 3 3 of Fig. 2 and shows the worm and worm-gear connections between the common driving shaft and separate independentvalves;

Fig. 4 is a vertical section taken on a line Jl-l of Fig. l, the arrows in this figure also diagrammatically indicate the path of the actuating and cooling fluids;

Fig. 5 is a fragmentary figure talren on the line 5-5 of Fig. 3;

Fig. 6 is a fragmentary section taken on the line 6 6 of Fig. l with arrows showing the direction of the flow of the cooling fluid;

Fig. 7 is a perspective view of one valve element with one-half the Oldham coupling disconnected therefrom;

Fig. 8 is a similar perspective view of the valve turned end for end and showing the oposite side of said valve;

Fig. 9 is an enlarged longitudinal sectional view taken on the line 9-9 of Fig. l;

Fig. l() is a transverse section talen on the line lO-lO of Fig. 9;

Fig. 1l is a longitudinal section similar to Fig. 9 but shows an alternative arrangement for holding the valve relatively to the cylinder port to prevent leakage of gas into the bore of the cylinder in which the valve rotates;

Fig. 12 is a cross-section taken on the line 12-12 of Fig. l1; and

Fig. 13 is a crossasection taken on the line lh-13 of Fig. 11.

My invention is shown as embodied in a multi-cylinder engine of the four cycle type. Said engine comprises cylinders la, lb, lC and l in w rich the pistons 2a, 2b, 2C and 2d, respectively, reciprocate. Separate valves 3, 3, 3C and 3d, respectively control the admission and emission of the gases to and from said cylinders la, l, 1C and l, through the cylindrical ports ila, 4b, 4 and 4d in said cylinders, respectively.

All of said. valves 3, il and 3 are structurally the same and thus I will dcscribe in detail merely one of said valves n ab,

and will refer, with similar reference charactors, to the corresponding parts in thc other of said valves. Said valves are journaled in bores in said engine which communicate with the working barrels of said cylinder through the cylinder ports l, Ll", ffl and l". is shown in Figs. l and said cylinders are in line and said -lves e", 3C and 3d therefor lay side hy side versely of said cylinders.

Each of said valves lla, All. 4j and 4rd carr worm gear of the type linown as a spiel gear, numbered respectively 5a, 5b, 5C and 5d. Said worm gears drive said valve through Oldham couplings 6a, 6b, 6 and 6d, respectively. Each of said worin gears is carried upon a roller bearing la, rb, C or 4 Said roller bea-rings are mounted upon hollow trur-.nions 8, 8b, 8C and Sd.. which are integral with and extend laterally from the housing 9, which constitutes a covering for said couplings, bearings, worm gears, and for the common drive shaft 10, which` carries the ies worms 10a, 10b, 1()c and 10d which mesh with and drive the worm gears 5a, 5b, 5 and 5d, respectively, said housing 1s shown in section in Fig. 4. The tubular water conduits.

11 from each of said valves are also journaled in said housings, packing 12 is arranged at both sides of the radial outlets 13 therein, as shown in 2. Said housing carries the cooling fluid manifold 14, as shown in Fig. 4. Said manifold has outlet openings 14, which communicate with the radial outlets 13 which extend through said tubular conduit 11 in the manner shown in Fig. 4.

Within said tubular conduit 11 smaller sized conduit 15 which has a flange 15'nl at its outer extremity, which completely lills the bore of the tubular conduit 11. The bore of said smaller tubular conduit 15 extends completely therethrough and forms a passageway for the cooling fluid which is completely separated from the passageway formed by the periphery of the smaller conduit 15. The inlet aperture 14b communicates with the bore in said smaller sized conduit 15, as shown in Fig. 4.

The apertures 14a and 14b in the cooling Huid manifold are located at a. point above the major part of the valve so that a substantial amount of cooling fluid will be entrapped within the valve so that if the supply of cooline fluid should become depleted, the cooling uid thus entra-pped would be sufficient to substantially cover the exposed portions of the valve. A

The connecting passageways 14c and 14d which connect said apertures 14 yand 14b with the respective outlet and inlet ends of the cooling fluid passageway, are arranged vertically and constitute stand pipes adapted to prevent the displacement of the cooling fluid as previously referred to.

Each of said valves comprise a cylindrical body which is provided with a passagefway for the incoming gases, a passageway for the exhaust gases, and a continuous passageway adjacent said gas passageways for the cooling fluid. The arrangement of the passageways in this manner permits the heat of the exhaust gases to he removed in part so as to prevent said Vexcessive heat from binding said valves in their seats, due rto distortion.

As can be seen in Figs. 1 and 2, the iu-` take passageway 16 in each of said valves occupy a cylindrical bore, extending substantially through the valve and terminates in a port. 17. Said port opens to the periphery of said valve and occupy a sector of said cylinder,l which is substantially one-fourth of the circumference. The exhaust passageway 18 partially surrounds the intake passageway 16 and also terminates in a port 19 which occupies substantially one-fourth of is a the circumference of said valve. Said bores are separated 'by a hollow wall section 20.

rihe passageway for the cooling fiuid coinprises the bore of the conduit 15, which terminates in the hollow passageway 20 between the bores 17 and 19. Said passageway E20 terminates in the hollow head 21 which permits the cooling fluid to circulate around the exterior of the exhaust conduit 18 and to communicate with the hollow head 23 at the opposite end of the valve to the head 21. Said head 23 communicates with the bore of the conduit 11 and the cooling liquid is emitted through the radial holes 13 vthrough the standpipe section 14c to the outlet aperture 14"L in the manifold 14 for the cooling liuid. The passageway for said cool.- ing fluid thus is continuous through the valve. v

The cooling fluid enters and is emitted from points adjacent each other at the same side of said valve. The passageway extends through the valve longitudinally from one end tothe other and doubles back upon itself. The passageway in said valve for the cooling liuid parallels the passageway for the gases. Said passageways are arranged to remove al substantial portion of the heat from the exhaust gases emitted by the cylinder and the exhaust passageway is arranged relatively to the intake passageway so that suflicient heat is given thereto to partially, if not wholly gasify the combustible gases passing through said intake passageway, thus to assist in the combustion there-l y of in the cylinder. y All of the exhaust passageways 18 for the separate valves communica-te with the exhaust manifold 24. The intake passageways are longer than the exhaust passageways and extend through said exhaust manifold, as shown in Fig. 4. All of said intake passageways are connected to the intake manifold E25 in the common manner. The heat of the gases emitted through the exhaust manifold are permitted to act upon the intake pipes to heat the same for a short length thus to cause the gasifying action previously referred to.

is shown iu exaggerated fashion in El and .10. iviortions E26 and Q6" at the uds o" said valve meiuber and at each side 't the intake and outlet bores in the valve a arranged eccentric relatively to the remainder cf the valve. Said figures exaggerate the clearances between the valve and the here for the purpose of illustration.

As shown in said figures. when the 'intake and outlet ports are arranged diamctrically opposite the cylinder port 4, as in the cylinder id in Fig. 1, the valve is arranged so that the shoes Q7 and Qin bearfagainst the eccentric portiens 26 and QG and tend to move the valve towards the cylinder ports bearings.

41d, and thus hold said valve tightly against said ports, to prevent leakage thereby. Said shoes 27 and 27a are adjustable by placing vshims 28 and 28a ot different thicknesses beneath the holding-down brackets 29 and 29a. Said brackets being held in place by studs 30 and 30H.

About the point 31 which coincides with the cylindrical port 41d, at this moment, I arrange sealing grooves 32, which tend to prevent leakage ot gas between the valve and the bore. E1s shown in Fig. 8, said sealing grooves 32 are formed in a closed pattern about said point 31.

At eac-h side ot the `ports 17 and 19, I mount expansible sealing rings 33 and 33a to prevent leakage" longitudinally of said valve. Said sealing rings are mounted ateach side of the eccentric portions 26 and 26a and provide an extremely e'liicient sealing device without building up excessive friction to retard the rotation ot said valve.

I provide a means tor timing all of said valves uniformly by threading the end-caps 34 and 34-a in which the ends of the common driving shaft 10 is journaled. Said shaft 10 is driven by the chain 35 mounted over the sprocket 36, keyed to said shaft 10, as shown in Fig. 5, and it is to be understood that said chain 35 is connected to the crank shaftor said engine, in the common manner, so that said valve can be maintained in synchronisn'l with said shaft.

By providing intermeshing worms and worm gears, carried in part by said shaft and in part by said valves 3a, 3b, 3c and 3, I am able to advance or retard the timing of said valves uniformly by adjusting said shaft 10 longitudinally. Each one of said en d caps 311 or 34@L may be backed ott slightly and the other cap tightened correspondingly to produce this change in timing by causing the shaft 1() to be adjusted longitudinally. Due to the lead in the teeth ot the wor-m, this will cause the worm gears to be given a partial rotation and said valves being ccnneced with the crankshaft, will thus be advanced or retarded relatively thereto, by said adjustment` In Figs. 11, 12 and 13, I show an alternative arrangement by which the valve l() may be arranged relatively in the bore s1 in the cylinder ,42, thereby to tend to seat tightly the cylinder port 1-3 and thus prethe escape ol gases around said valve, he devices shown in said figures, the valve is arranged to rotate about an axis a: which is not coincident with the axis y of the bore Said valve 10 is mounted in two removable bearings 414, which are shown as containing balls 1111s, but it is to be understood that said removable bearings might consist of tapered roller bearings or sleeve Said removable bearings are mounted in recesses 45 at the ends of the bore 41. Said recesses are mounted eccentric, relatively to said bore thus the valve 40 rotates so that all of the clearance is at the top of the valve, as shown in Fig. 13. The amount ot clearance between said valve and said bore is greatly exaggerated and in practice would hardly exceed ten one-thousandths oi? an inch and would preferably be approximately about tive one-thousandths of an inch. By mounting the valvein this manner a substantial amount of clearance can be provided about said valve to provide for easy running, but the valves lit very closely against said port to prevent leakage.

All ot the valves 3, 3b, 3c and 3d` are assumed to be rotating in a clockwise direction, as viewed in Fig. 1. The cylinders l, 1", 1c and 1d and their respective pistons and valves are in the positions corresponding, respectively, to the commencement of intake, compression, exhaust and expansion periods in a tour-cylinder tour-stroke cycle engine. In cylinder 1a the piston 2a is at upper dead center and the valve 3;L is turning clock' vise so that the inlet `port 17 is just commencing to register with the cylinder port ela to permit actuating Huid to be admitted into the cylinder above the piston 2a. In cylinder 1b the piston 2b is at lower dead center and the valve in its rotation has just cut oil the outlet port 19 and thus the compression stroke is just commencing. I n cylinder 1c the piston 2C is at lower dead center and the gases in said cylinder above the piston are escaping through the outlet port 19. In cylinder 1d the piston 2 is at upper dead center where the gases are ignitedand the resultant expansion forces said piston 2d downward on its power stroke.

It will be noted that the ports 17 and 19 ot each ot the valves are substantially wider than the related cylinder ports 41a, 4h, 1G and ed. A slight variation, therefore, in the width of the valve ports makes little diti'erence in the amount, or the timing of the admission or emission of the gases therethrough into or from the cylinder. In other words, if the valve por-ts 17' and 19 were only as wide as the cylinder ports, a slight variation in the registrationthereof would have a substantial effect upon the tuning oi the interval during which the ports of ythe valve and the cylinder are in proper co-operative registration, and thus would substantially effect also the amount of the gases admitted into, or emitted from the cylinder.

r he gases admitted to a cylinder are received from the intake manifold 25 and are distributed into the various inlet passageways 16 which are substantially7 C011- centric boresy in the valves. Said gasesy com pletely ll said passageway 1 6 and its port l?, and. thus when the ports become in registration with the cylinder port 4E, said gases are admitted into the cylinder and said valve is timed so that the gases are admitted slightly after the piston reaches upper' dead center in the cylinder. Said port remains open until the piston reaches lower dead cenf ter on the succeeding down stroke. The up stroke of the piston compresses the gases and when said piston reaches approximately upper dead center, said gases are ignited. 'lhe pressure built up within the cylinder, due to the ignition and resultant expansion of the gases, tends to lift the valve off of its seat upon the cylinderl port, and also tends to escape about said valve. The rings 33 and 323, which extend about the ends of the valve, tend to prevent said leakage. The sealing grooves 32 which form a closed pattern about the point 31, which is in registration with the cylinder port at the time of ignition, also tends to prevent leakage from the saidcylinder port. Said sealing grooves pick up a certain amount of oil as they rotate within the bore of the cylinder and the oil thus collected tends to form with the bore in the cylinder a sealing medium about said point 31. I also provide shoes 27 and 27a, previously referred to, which bear against the eccentric portions'26 and 26a, respectively, said shoes, by bearing against the eccentric portions, tend to hold the valve tightly upon the cylinder port and thus also tend to prevent leakage about the said valve. The eccentric portions in Figs. 11 to 13 also serve the same purpose.

he succeeding` down stroke or power stroke causes the engine to be given sufcient power to carry it through the next three periods, in the common manner. Shortly before the piston reaches lower dead center, the exhaust port 19 becomes in registration with the cylinder port, and thus permits the gases, under compression, to be emitted from the cylinder. Said gases pass through the longitudinal exhaust passageway 18 about the intake passageway 16 and pass into the exhaust manifold 24.

I claim:

1. In an internal combustion engine comprising a series of compression cylinders, an independent rotary valve controlling each cylinder, the valves being arranged side by side, each of said valves being provided with intake and exhaust passageways, and intake and exhaust manifolds with which the intake and exhaust passageways of all the valves are respectively connected, each of said valves being further provided with a passageway for cooling fluid, the latter passageway extending parallel with said gas passageways, doubling back, admitting and emitting cooling fluid at one end of said valve 2. In an internal combustion engine, comprising a series of compression cylinders, an independent rotary valve controlling each cylinder, the valres being arranged side by side, each of said valves being provided with intake and exhaust passageways, intake and exhaust niainfolds with which the intake and exhaust passageways of all the valves are respectively connected, the ports of said intake and exhaust passageways being separated by a hollow radial longitudinal wall, each of 'said valves being further provided with a passageway for cooling fluid, the latter passageway extending parallel with said gas passageways, doubling back, admitting and emitting cooling fluid at one end of said valve, and communicating with said hollow wall.

8. In an internal combustion engine comprisin g a series of compression cylinders, an independent rotary valve controlling each cylinder, the valves being arranged side by side, each of said valves being provided with intake and exhaust passageways, and intake and exhaust manifolds with which the intake and exhaust passageways of all the valves are respectively connected, each of said valves being further provided with a passageway for cooling fluid, the latter passageway extending parallel with said gas passageways, doubling back, admitting and emitting cooling fluid at one end of said valves, said intake and exhaust manifolds being located at one end of said valves, and the inlet and outlet openings of said cooling fluid passageway being located at the opposite end of said valves. f

4. In an internal combusition engine comprising a series of compression cylinders, an independent rotary valve'controlling each cylinder, the valves being arranged side by side, each of said valves being provided with intake and exhaust passageways, and intake and exhaust manifolds with which the intake and exhaust passageways of all the valves are respectively connected, said intake passageways extending through the exhaust manifold, each of said valves being further provided with a passageway for cooling fluid, the latter passageway extending parallel with said gas passage vays, doubling back, admitting and emitting cooling fluid at one end of said valve said intake and exhaust manifolds being located at one end of said valves, and the inlet and out-let openings of said cooling fluid passageway being located at the opposite end of said valves.

5. In an internal combustion engine comprising a series of compression cylinders, an independent rotary valve controlling each cylinder, the valves being arranged side by side, each of said valves being provided with intake. and exhaust passageways, and intake and exhaust manifolds with which the intake and exhaust passageways of vall the valves are respectively connected, said intake passageways extending through the exhaust manifold, the ports of said intake and exhaust passageways being separated by a hollow radial longitudinal wall, each of said valves being further provided with a passageway for cooling fluid, the latter` passageway extending parallel with said gas passageways, doubling back, admitting and emitting cooling fluid at one end of said valve, and communicating with said hollow wall.

6. ln an internal combustion engine, a valve provided with a cooling fluid passageway arranged alongside the exhaust passageway so as to cool the latter, and means for holding a portion of the cooling fluid in its passageway until displaced by another volurne of the cooling fluid.

7. In an internal combustion engine, a valve provided with a cooling fluid passageway arranged alongside the exhaust passageway so as to cool the lat-ter, the outlet port of said cooling fluid passageway being located in a plane above the bottom of said cooling fluid passageway, whereby a portion of the cooling fluid is constantly retained in said passageway until displaced by another volume of said fluid.

8. In an internal combustion engine, a valve provided with a. cooling fluid passageway arranged alongside the exhaust passageway so as to cool the latter, the inlet and outlet ports of said cooling fluid passageway being located in a plane above the bottom of said cooling fluid passageway, whereby a portion of the cooling fluid is constantly retained in said passageway until displaced by another volume of said fluid.

9. In an internal combustion engine, a cylindrical rotary valve, provided with longitudinal intake and exhaust passageways for the working fluid, and a passageway for cooling fluid arranged alongside of said exhaust passageway, the cooling fluid passageway being connected with two tubes mounted concentrica ly one within the other, and concentric with the axis of rotation of the valve, one of said tubes serving as an intake, the other as an outlet for said cooling fluid.

l0. In an internal combustion engine, a cylindri -al rotary valve, provided with longitudinal intake and exhaust passageways for the working fluid, and a passageway for cooling fluid arranged alongside of said exhaust passageway, the cooling fluid passageway being connected with two tubes mounted concentrically one within the other, and concentric with the axis of rotation of the valve, one of said tubes serving as an intake, the

ther as an outlet for said cooling fluid, said tubes terminating` in a pla-ne located above the bottom of said cooling fluid passageway, whereby aI portion of the cooling fluid is retained in said passageway until displaced by another volume of said cooling fluid.

ll. In an internal combustion engine, a compression cylinder, a rotary valve controlling said cylinder, the valve being provided with gas intake andexhaust passageways and with intake and exhaust manifolds, said intake passage-way extending through the exhaust manifold and said valve being provided with a passage-way for cooling fluid, the latter passage-way extending parallel with said gas intake passage-way.

l2. ln an internal combustion engine, a compression cylinder, a rotary valve controlling said cylinder, the valve being provided with gas intake and exhaust passage-ways and with intake and exhaust manifolds, said intake passage-way extending through the exhaust manifold, the ports of said intake and exhaust passage-ways being separatedV by a hollerY radial longitudinal wall and said valve being provided with a passageway for coolingl fluid, the latter passage@ way extending parallel with said gas intake passage-way.

13. ln an internal combustion engine` a compression cylinder, a rotary valve controlling said cylinder, the valve being providedv with gas intake and exhaust passage-ways and with intake and exhaust manifolds, said intake passage-way extending through the exhaust manifold, the ports of said intake and exhaust passage-ways being separated by a hollow radial longitudinal wall, said valve being provided with a passage-Way for cooling fluid, the latter passage-way extending parallel with said gas intake passage-way and said intake and exhaust manifolds being located at one end of said valves, and the inlet and outlet openings of said cooling fluid passage-way being located at the opposite end of said valves.

lef. ln an internal combustion engine, a compression cylinder, a rotary valve controllingI said cylinder, the valve being provided with gas intake and exhaust passage-ways and with intake and exhaust manifolds, said intake passage-way extending through the xhaust manifold, the ports of said intake and exhaust passage-ways being separated by a hollow radial longitudinal wall, said valve being provided with a passage-way for cooling fluid, the latter passage-way extending parallel with said gas intake' passage-way then doubling back and admitting and emitting cooling` fluid at one end o'f said valve and said intake and exhaust manifolds being located at one end of said valves, and the inlet and outlet openings of said cooling fluid passage-way being located at the opposite end of said valves.

REUBEN F. BAKKER. 

